Electric signal system.



A. H. OAVEN.

ELECTRIC SIGNAL SYSTEM.

APPLICATION FILED NOV.2B, 1911;

' Patented July 1, 1913.

' 3 SHEETS-SHEET 1.

Witnesses Attorneys A. H. CAVEN.

ELECTRIC SIGNAL SYSTEM. APPLICATION FILED-Nov. 28', 1911.

" 1,066,380, Patented July 1, 1913 s sums-$112111 a.

A. H. GAVBN.

' ELECTRIC SIGNAL SYSTEM.

APPLICATION FILED NOV. 28, 1911. v 1,066,380, Patented July 1,1913.

3 SHEETS-SHEET 3.

l awueufoz Que/z I V I Gum; A

:OFFIQE ELECTRIQ s am; .SYSTEM- Specification of Letters lfatent.

. atented July 1 Applicationtfiled November 38,1911. -Seria1-No..6 62,866.

To all whom it may concern.

Be it known that I, ALVA H. GAvEN, a citizen of the United States, residing at Youngwood, in the county of VVestmore-land and State of Pennsylvania, have invented a new and useful Electric Signal System, of which the following is a specification.

The present invention relates to improvements in electric signals, the primary object of the present invention being the provision of a signaling device the main portion of which is disposed along the right of way of a trolley system, either of the overhead or underground type, a subtr0lley :being connected to the overhead trolley wire, whereby as the car passes such a point which is preferably at the beginning and ending ofadjoining blocks, a circuitis established including, the sub-trolley and a portion of the rail to actuate a solenoid or electromagnet disposed at the beginning of the block just left by the car and the beginning of the block about to be entered, whereby the signals visually displayed in the block just left are extinguished, while a signal in the block preceding said signals are set, the signals being preferably a plurality ,of incandescent lights one disposed at the end and beginning of each block and spaced throughout the said blocks whereby cars in the respective block from opposite sides of the block containing the signals are notified. A further objectof thepresent invention is the adaptation of the present systenrto an overhead trolley system, combined with a signal lighting system provided separate from the power system, said signal light system having branches connected to the respective mains which parallel the right: of way, said branches being provided with a solenoid or electro-magnetically controlled switch operated by the passage of a car at a certain point, said passage of the car at such point bridging the trolley and ground of the overhead system so as to energize the proper solenoid or electromagnet to BX- tinguish the signal lights in the rear ofthe passing car and energize those in the front thereof in the block about to be entered.

A still further object of the present in-g vention is the simplification of a solenoid o-r electromagnet mechanism for connecting i v between the sub-trolley 2 and the rail sec ;:t1o n whlch 1s insulated as shown from the and disconnecting the signaling circuits containing visual signals such as lamps, the

same being composed of two oppositely disposed solenoids having mount-ed concentrically therein an armature rod carrying a contact disk disposed to be moved'in afhorizontal reciprooato-ry plane to engage one or branch of a lighting system, or cut out switch to properly energize a signal circuit or branch of a lighting system, or cut out the same; or to al'tfernatelythrow in a circuit containing a plurality of right of way lampsshowing that the block is empty, or a plurality of danger lamps to indicate that the block isoccu'joied. l

With the foregoing and other objects in View which will appear as thedes'cription proceeds, the invention resides in the comjbination and arrangement of parts and in the details of construction hereinafter described and claimed, it :being understood that changes in the precise embodiment of invention ,herein disclosed can .be made .with- ,in the scope of what is claimed without de-' parting from thespirit of the invention.

In the drawingsF igure gl'is a diagram- .matic View showing an overhead trolley system with one complete block and theending and beginning of adjacent blocks. Fig. 2 is a similar view' illus'trating a double lighting or signaling system in operable relation thereto. Fig.3 is .a longitudinal sectiona'l View through the casing showing the solenoids or electromagnetically operated switch in circuit energizing position. Fig. A is .asimilar view with parts in circuit cutout position. Fig. 5 is a section takenon line 5-55 of F 2. Fig. 6 is a sectional elevation of'the trolleypole carried mechanism for opening and closing the actuating circuit when in use with an overhead trolley. Fig. -7 is a View illustrating a modified form of sub-trolley contact device, wherein a rod isused in lieu of a wheel.

Referring to the drawings, the numeral 1 designates in Figs. 1 and 2 the overhead :trolley wire having connected thereto and projecting to the side thereof ashort subtrolley 2, which is adapted to be contacted ;by a small contact wheel 3 carried by the ;trolley pole T, a conductor t being bridged :between said small contact wheel 3 and the Wheel 6 of the car, a manually controlled switch 5 being interposed in said conduc- ;tor 4: to permit of the closing, of the bridge main sections of rail of the railway system and is of sufiicient length to permit of both trucks of a car to be upon it at the same time. Connected to and leading from the said rail section 7 is a conductor 8, which is connected at one side of the electromagnet or solenoid 9, a conductor 10 leading from the opposite side thereof and thus being connected by a conductor 11 to the grounded rail section 12 of the railway system. By this means it will be seen that as the small contact wheel 3 engages the sub-trolley 2, the switch 5 being closed to form a continuous conductor between the small contact wheel 3 and the wheel 6 of the car, that when the car wheel 6 passes over the short section of rail 7, that a bridged connection between the main trolley 1 and the ground or rail 12 will be made, thus energizing the electromagnet 9, said electromagnet9 being properly. supported along the right of way of the trolley system. Opposed to the electromagnet or solenoid 9 is another solenoid or electromagnet 13, both of said solenoids being connected to actuate the reciprocatory iron core or armature 14;, which has connected thereto the insulated supported metallic ring or disk 15, to which is connected a main conductor wire 16, which as shown in Fig. 1 is connected to the wire 17 parallel to the right of way of the railway system and has connected at predetermined points the signal lamps 18, here shown five in number and disposed at equi-distance between the respective sub-trolleys 2 as shown in Fig. 1. Leading from the last lamp 18 is a conductor 19, which is connected to one of the mains 20 of the current supply for the visual signals 18. Disposed in the path of the contact disk 15 and adapted to be engaged thereby, as viewed in Fig. 1, the solenoid or electromagnet 9 being energized so as to move the contact disk 15 into engagement with the contact plate 21, is a conductor 22 which connects said contact plate 21 to the other main 23 of the lamp supply system, thereby closing the branch containing the light 18, thus energizing the lights throughout the right of way between the respective beginning and ending of the blocks, the said lights being energized and lighted during the passage of the car in the direction of the arrow and until the wheel 6 engages the rail section 7 at the extreme right of the block as viewed in Fig. 1, at which time the small contact wheel 3 will engage the sub-trolley 2 at the extreme right energizing the electromagnet 9 at the extreme right causing a bridged current'to traverse the conductor wire 10, the electromagnet 13 at the extreme left, the conductor 25, conductor 8, track section 7, car wheel 6, conductor 4, contact wheel 3, sub-trolley 2, and by reason of the fact as the conductor 11, and conductor 25 are branched into the conductor 10, the said electromagnet 13 is energized to actuate the armature or core 14 pulling the disk 15 to the right as viewed at the left of Fig. 1, disconnecting the same from the switch 21, thus breaking the circuit containing the lights 18 and extinguishing said lights, and causing the contact 15 to engage the spring catch 24: which retains the contact disk 15 in such position until the electromagnet 9 is energized as before mentioned. At the same time with the energization of the electromagnet 13 at the extreme left as viewed in Fig. 1, the electromagnet 9 as viewed at the extreme right is energized and a circuit ahead of the car, such as the one containing the lamps is energized to indicate that the car is entering the block ahead. This system as viewed in Fig. 1 shows a single series of lights and although the same are disposed throughout the length of the respective blocks, it is evident that a single light may be placed at the end of each block and not throughout the right of way, but it is desired to place the same throughout the right of way not only to insure the employees or motorman the position of the respective car between the blocks, but it also can be used to indicate to the general public that a car is within the block and thus be a warning to them as to its approach.

As viewed in Fig. 2, the general arrangement of the electromagnet-s 9 and 13 at the respective ends of the block and the subtrolleys and track sections are employed, that instead of using a single series of lights as 18 as viewed in Fig. 1, it is desired to use two series of visual signal lights, white lights indicating that the block is not occupied while red lights indicate that the block is occupied. In this structure as the car approaches a block as viewed in the drawings and causes a bridge between the subtrolley 2 and the track section 7, the electromagnet 9 is energized as in the other case, causing the disk contact 15 to be engaged with the left hand spring or contact plate 21, conductor 16 being thrown into the circuit so that a current passes through the conductor 26 energizing the red lights 27 throughout the length of the block, the conductor being bridged and connected to the main supply conductor 29 which as shown receives its supply from the dynamo or other generating machine 30, the other conductor 31 leading from said dynamo or generator machine being connected by a conductor 38 to the switch or contact plate 21 thus co1n pleting the circuit for the red signal lights 27; and indicate that a train has entered the block, proceeding in the direction of the arrow Fig. 2.

As the car approaches and causes a bridge between the sub-trolley 2 and the rail sections 7 the electro-magnet 9 as viewed at the right is energized causing a similar ciripeegssc is-about" to be entered and'occupied by the car, and simultaneously with the energization of the electroinagnet' 9; the electromagnet'l 3 is energized in a similar manner to the energization of the electromagnet 13 at the left asviewed i'n Fig. 1; In this par,- ticular case a circuit is completed through the Contact disk15', conductor'16, conductor 33 containing-the white lights- 34, which are now energizedto indicate that the block is empty or unoccupied, the conductor 35 connecting' said lights 34' to the main' '36 which receives its current fromthe dynamo or electric machine"37,areturn conductor 31 being connected to the respectivedynamo or electric machin'es 30 and 37,- so that the con ductor' wire 34 connected tothe main 31 and the switch 33, will thus "complete the circuit and cause'the'energization of the said white lights 34.

this construction and arrangement'of signal system, it is evident that the block is lighted throughout its length at all" times, a white light indicating] that the block is unocci'ipied whereas the red lights will indicate that'the car is within the block at some pointbetween' the ends thereof. Further that by the construction and arrangement of the double opposed solenoids and the respective contact plates thereof, with the bridged connections to the overhead trolley and the track section 7 that the respective solenoids are actuated alternately to throw in the proper series of lamps to designate the relative condition of the-block just left and the preceding block about to be entered by the car.

In Figs. 3, 4 and 5 the switch or cut-out mechanism is shown in detail and comprises primarily a box or casing O, which is attached so that the core or armature of the solenoid is disposed upon the level, thereby permitting the retention of the disk 15 in either one of the positions as shown in Fig. 3 or Fig. 4 due to the energization of the desired or proper electromagnet, the said disk 15 being held in such position by means of the spring contact plate to which it is thrown into contact until the succeeding energization of the opposite electromagnet or solenoid, at which time the pull upon the core is suflicient to release the contact 15 from the contact plate then engaged, and pull the same into contact to be engaged by the opposite spring contact. By reason of the short length of the sub-trolley 2, the energization of the respective electromagnet or solenoid 13 is for an instant only, thereby causing the quick throw or movement of the contact disk 15 and preventing danger of burn out in the coils due to too sustained a current being bridged or thrown through the respective coils. If so desired,

however, resistances may be placed between the track sections 7 and 12 to properly reduce the current and the consequent danger of burning out of the respective coils 9 As viewed in Fig. 6, the trolley pole 39 carries the usual axle 40-, having mounted upon the same the usual trolley wheel 41, the said axle 40 having an extension pro jecting'exteriorly of the fork of the trolley pole and carrying thereon an insulating spool or bushing 42, having'mounted upon the exterior face, a similarly shaped conducting bushing' or sleeve 43, upon which is journaled the sub-trolley contact wheels 3 before described. Connected to the disk portion of the bushing 43 is the conductor 4 heretofore described. It is desired to properly shield the sub-trolley 2 from the elements and especially the ice which often adheres to the trolley wires of an overhead system, and in order to accomplish this, the

supporting arms 44 connected or hung in the usual manner, carry the shields or cover- 45 provided with the outwardly extending rims or flanges 46', which provide an open ended casing of a greater length than the length of the sub-trolley 2, and so disposed as to shield the main trolley land the subtrolley 2 at this point from the elements, thus providing at all times a screened conductor wire or sub-trolley 2 at the point of actuation of the signal lamps.

As shown in Fig. 7, the conductor 4 is connected to the flexible contact arm or rod whichis used in lieu of the trolley wheel 3,

the same being connected to and insulated from the trolley pole 39 and carrying the forked sub-trolley engaging end 3*. This form is shown more as an alternate to the form shown in Fig. 6 and is one that may be readily applied by simply attaching the contact arm 3 to any trolley pole.

By providing the manual switch 5 inter mediate of the conductor 4, the same may be cut-out when the car is running. between the respective ends of the blocks, and as the motorman approaches the said ends, the said switch 5 is thrown in and the propulsion controller or motor control switch of the motor car thrown out, thus permitting the car to coast over the track section 7 while the contact wheel 3 engages the sub-trolley 2, thus permitting the system to be actuated in a more efiicient manner. It is possible however, that the same may be actuated with the switch 5 closed atall times and without the necessity of the motorman throwing out the propulsion current to coast over the track section 7, but the cutting out of the propulsion current is preferable. When the car approaches an insulated track section, the motorman cuts out his propulsion circuit, and throws in the switch 5. In order to prevent the circuit passing through the wire 4 to detrimentally afl'ect the propulsion circuit, the wire 4: is made of a higher resistance than the motor circuit, but as the motorman usually brings his car to a halt,

when approaching a signal and reaches out of the car to operate a signal switch, there is no objection to him cutting out the motor circuit. The switch 5 is thrown in, and as the actuation of the solenoids 9 and 13 is automatic the system does not necessitate the moving of the motorman from his post.

What is claimed is: r

1. In an electric signal system for electric railways, an over-head trolley, the tratfic rails being the return for the traffic current, one of the trafiic rails being divided into blocks with a short rail section intervening at the end of each block, an electromagnet at each end of a block, a conductor connecting one electromagnet to the short rail section at one end of the block, a sec ond conductor connecting the two electromagnets, a third conductor connecting the second electromagnet to the main rail, a normally open signal circuit paralleling the traffic rails and including signals and a source of electrical energy, a switch controlled by the electromagnet adjacent the short rail section for closing the signal circuit in the block ahead, while the other electromagnet opens the circuit in the block just left, and means carried by a traveling car constituting a bridging means between the trolley and the short rail section to energize the two electromagnets.

2. In an electric signal system for electric railways, an over-head trolley, a sub-trolley connected thereto, the traffic rails constituting the return for the tralfic current, one rail being divided into blocks with a short rail section intervening at the end of the block and below the sub-trolley, an electromagnet at each end of a block, a conductor connecting one electromagnet to the short rail section at one end of the block, a second conductor connecting the two electromagnets, a third conductor connecting the second electromagnet to the main rail, a normally open signal circuit paralleling the traffic rails and including signals and a source of electrical energy, a switch controlled by the ALVA HAYS CAVEN.

Witnesses:

C. E. SMITH, G. P. FEHRMANN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

